Thesis (Ph. D.)--University of Texas at Austin, 2002. / Vita. Includes bibliographical references. Available also from UMI Company.

Storm-induced impacts are known to cause important economic and environmental damages to coastal systems worldwide. Consequently, the relevance of including hazards and vulnerability assessments in coastal policies has been highlighted during the last years, so that coastal managers can make informed decision to apply mitigation and/or adaptation plans. The main purpose of this thesis is to develop a methodology to quantitatively assess coastal vulnerability to storms at different time scales, considering the two main storm-induced hazards separately (inundation and erosion). In this work, vulnerability is defined as the potential of a coastal system to be harmed by the impact of a storm. Thus, it has been quantified by comparing the magnitude of the hazards with the adaptation ability of the coast. The proposed methodology is based on a probabilistic approach where hazard time series are fitted to an extreme value distribution. Consequently, hazard magnitudes and vulnerability are related to a probability of occurrence instead of to a determined storm event. The coastal manager has to decide the probability of occurrence to be accepted in the analysis, which will determine the return period (Tr) to be considered. Vulnerability indicators that compare the magnitude of each hazard to the response capability of the beach are built for erosion and inundation independently. Final vulnerability is formulated in terms of these two intermediate variables by means of a linear function that ranges from a minimum value of 0 (optimum state) to a maximum of 1 (failure state), defining 5 qualitative categories. In this particular case, these thresholds have been defined for each hazard in terms of the protection function provided by the beach. In order to evaluate changes in vulnerability at different time scales, variations in the adaptation ability of the coast due to the effects of other medium and long-term processes have also been considered. Taking into account the characteristics of the study area, erosion due to longshore sediment transport (LST) gradients and erosion and inundation caused by relative sea-level rise (RSLR) have been selected as the main medium and long-term coastal processes, respectively, to be analysed. In this sense, shoreline evolution rates have been used as representative of accretion/erosion due to LST, whereas different combinations of sea-level and subsidence scenarios have been used to determine erosion and inundation due to RSLR. The developed methodology has been applied to most of the sedimentary coastline (219 km) of Catalonia (NW Mediterranean). The results obtained for a Tr=50-yr show similar percentages of high and very high vulnerable coastline for erosion and inundation. However, the increase in vulnerability due to the contribution of LST and RSLR is slightly higher in the case of erosion. Results also indicate that changes in vulnerability due to RSLR are generally lower than those obtained when only LST is accounted. RSLR contribution is detected at longer time scales and is significantly higher in the southern part of the Catalan coast. This is mainly due to the presence of dissipative beaches with very mild slope together with the potentially significant subsidence of the Ebre delta. On the opposite, LST contribution does not seem to target any specific beach type. To conclude, the proposed method permits to identify the most vulnerable spots of a coastal area considering the dynamic response of the system at different time scales. This information is relevant for coastal managers when it comes to efficiently allocate the available resources. Moreover, the versatility of this method allows, not only to update the results according to the available information on hazards magnitude and beach geomorphology, but also to easily apply it to other coastal zones. / Los temporales pueden causar daños importantes en la costa, tanto a nivel económico como ambiental. En consecuencia, durante los últimos años se ha destacado la importancia de incluir estimaciones de la magnitud de los procesos y de la vulnerabilidad en las políticas costeras, de forma que los gestores puedan tomar decisiones informadas para aplicar planes de mitigación y/o adaptación. El principal objetivo de esta tesis es desarrollar una metodología que permita evaluar, cuantitativamente, la vulnerabilidad de la costa al impacto de temporales para diferentes escalas de tiempo, considerando por separado los principales procesos implicados (inundación y erosión). En este trabajo, la vulnerabilidad se define como el potencial de un sistema costero a ser dañado, por lo que se ha cuantificado comparando la magnitud de los procesos con la capacidad de adaptación de la costa. La metodología propuesta se basa en una aproximación probabilística en la que las series temporales de intensidad de los procesos se ajustan a una distribución de valores extremos. En consecuencia, tanto la magnitud de los procesos como la vulnerabilidad se asocian a una probabilidad de ocurrencia en vez de a un evento determinado. El gestor debe decidir la probabilidad de ocurrencia a tener en cuenta en el análisis, la cual determinará el periodo de retorno (Tr). Una vez seleccionado el periodo de retorno, se crean indicadores de vulnerabilidad que comparan la magnitud del proceso con la capacidad de respuesta de la playa de forma independiente para erosión e inundación. La vulnerabilidad final se formula en términos de estas dos variables intermedias por medio de una función lineal que va desde un valor mínimo de 0 (estado óptimo) a un máximo de 1 (estado de fallida), definiendo 5 categorías cualitativas. En este caso, estos umbrales se han definido considerando la función de protección de la playa. Para evaluar las variaciones temporales de la vulnerabilidad, se han analizado los cambios en la capacidad de adaptación de la costa frente al impacto de temporales inducidos por los efectos de otros procesos costeros. Considerando las características de la zona de estudio, la erosión debida a los gradientes en el transporte longitudinal de sedimentos (LST) y la erosión y e inundación causadas por la subida relativa del nivel del mar (RSLR) han sido seleccionados como los principales procesos que actúan a medio y largo plazo respectivamente. La erosión/acreción debida al LST se ha determinado mediante tasas de evolución costera, mientras que para caracterizar la erosión e inundación debidas a la RSLR se ha utilizado una combinación de distintos escenarios de nivel del mar y subsidencia. La metodología se ha aplicado a la mayor parte de la costa sedimentaria (219 km) de Cataluña (Mediterráneo noroeste). Los resultados obtenidos para un Tr= 50 años muestran porcentajes similares de costa sujeta a alta o muy alta vulnerabilidad a los dos procesos. Sin embargo, el incremento de vulnerabilidad debido a la contribución del LST y la RSLR es ligeramente mayor en el caso de la erosión. En general, los cambios inducidos por la RSLR son menores que los obtenidos considerando solo el LST. La contribución de la RSLR se detecta a escalas de tiempo mayores y es mayor en la parte sur de la costa catalana. Esto se debe a la presencia de playas disipativas con pendientes muy suaves y a la potencialmente significativa subsidencia del delta del Ebro. La contribución del LST no parece afectar a ningún tipo concreto de playa. Finalmente, este método permite identificar los puntos más vulnerables de la costa considerando la respuesta dinámica del sistema a lo largo del tiempo. Esta información es relevante para los gestores en cuanto a la organización de los recursos disponibles. Además, su versatilidad permite tanto actualizar los resultados en función de la información disponible sobre los procesos y la geomorfología costera, como aplicarlo fácilmente a otras regiones.

Thesis (Ph. D.)--Pennsylvania State University, 1983. / Vita. Includes bibliographical references (leaves 137-141).

Thesis (Ph. D.)--University of Pittsburgh, 1988. / Includes bibliographical references (leaves 108-110).

Waveguides are used to transmit electromagnetic signals.Their geometry is typically long and slender their particularshape can be used in the design of computational methods. Onlyspecial modes are transmitted and eigenvalue and eigenvectoranalysis becomes important. We develop a .nite-element code for solving theelectromagnetic .eld problem in closed waveguides .lled withvarious materials. By discretizing the cross-section of thewaveguide into a number of triangles, an eigenvalue problem isderived. A general program based on Arnoldi’s method andARPACK has been written using node and edge elements toapproximate the .eld. A serious problem in the FEM was theoccurrence of spurious solution, that was due to impropermodeling of the null space of the curl operator. Therefore edgeelements has been chosen to remove non physical spurioussolutions that arises. Numerical examples are given for homogeneous andinhomogeneous waveguides, in the homogeneous case the resultsare compared to analytical solutions and the right order ofconvergence is achieved. For the more complicated inhomogeneouswaveguides with and without striplines, comparison has beendone with results found in literature together with gridconvergence studies. The code has been implemented to be used in an industrialenvironment, together with full 3-D time and frequency domainsolvers. The2-D simulations has been used as input for full3-D time domain simulations, and the results have been comparedto what an analytical input would give. / NR 20140805

No description available.

No description available.

O Título desta tese também poderia ser: elementos e subsídios a um modelo de gestão e automação dos portos brasileiros. Isto porque o objetivo inicial era propor um modelo de gestão e automação dos processos portuários e esperava-se que a implantação do sistema ocorresse em tempo curto. O modelo que se desejava só estaria pronto depois de implantado e em operação, validando-o. Esse novo cenário possibilitaria a redução de custos logísticos e a utilização racional da malha de transportes, com o incremento da cabotagem e navegação interior, utilizando a Tecnologia da Comunicação e Informação para racionalização dos processos e simplificação das atividades dos agentes públicos e privados. Tal modelo proposto pode ser explicado pela necessidade em se obter um modelo que alcance a melhoria das operações portuárias, considerando o cenário tecnológico internacional, com o incremento da automação, no qual a tendência é a disseminação da troca eletrônica de dados (EDI). Experiências bem sucedidas nesse sentido podem ser constatadas em território nacional, como o sistema Supervia Eletrônica de Dados (SED), utilizado nos Portos de Santos e Rio de Janeiro. Deve ser considerada a avaliação da proposta do modelo SISPORTOS, desenvolvida pelo Departamento de Programas de Transportes Aquaviários (DEPTA), mais abrangente. Apesar de não implantado e não validado pela comunidade portuária, o modelo é apresentado a fim de subsidiar novas iniciativas e submetê-lo à prova. O foco desta tese é direcionado ao sistema de gestão portuária, sobretudo em relação àqueles que dependem do relacionamento entre os agentes, privados ou públicos, nos diversos âmbitos (municipal, estadual e federal). / This monograph could also be called by: elements and subsidies to a model of management and automation of the Brazilian ports, because its initial objective was to propose a model of the port processes. There was an expectation that the implantation of the system would occur in a short time. However, the desired model would only be ready after its implantation and being in operation. This new scene would make possible the reduction of logistic costs and the rational use of the mesh of transports, with the increment of the cabotage and inland navegation, using the Technology of the Communication and Information for rationalization of the processes and simplification of the activities of the public and private agents. Such model can be explained by the necessity of the improvement of the port operations, considering the international scenario of technology, with the increment of the automation , in which the trend is the dissemination of the electronic exchange of data (EDI Successful experiences in this direction can be evidenced in domestic territory, as the Supervia Electronic of data system (SED), used at the Ports of Santos and Rio de Janeiro. The evaluation of the model SISPORTOS proposal must be considered: it has being developed by the Departmento de Programas de Transportes Aquaviários (DEPTA). In spite of not being implanted and not being validated by the port community, the model is presented in order to subsidize new initiatives and to submit it the test. The focus will be given in the system of port management, over all in relation to that they depend on the relationship between the agents, private or public, in the diverse scopes (municipal, state and federal).

Este trabalho avalia a viabilidade financeira da concessão de um novo Porto Organizado hipotético, focado exclusivamente nas operações de contêineres, respeitando os condicionantes impostos pela nova legislação portuária brasileira. Parte-se da compreensão dos fundamentos da regulação, contextualiza-se a institucionalização do novo modelo de concessão de portos no Brasil e detalham-se as etapas a serem percorridas e as entidades envolvidas em cada processo. A concepção do novo porto garante representatividade da realidade brasileira para operações de contêineres. Os racionais de dimensionamento foram definidos de acordo com as características dos principais terminais do país, considerando ajustes necessários, em consequência do aumento de comprimento das embarcações que deverão passar a frequentar os portos nacionais. A ferramenta financeira foi estruturada e parametrizada em consonância com a norma para arrendamentos de instalações portuárias, e avalia o valor presente líquido dos fluxos de caixa livres. O trabalho conclui que a concessão de um novo porto de contêineres com escala compatível com os volumes brasileiros é inviável financeiramente, quando se considera 100% dos investimentos em infra e superestrutura. O projeto torna-se viável nos casos em que o poder público realiza parte significativa dos investimentos ou em regiões onde os volumes sejam suficientes para permitir um terminal de seis berços. / This study evaluates the financial feasibility of the concession of a conceptual public port dedicated exclusively to the handling of containers, developed under the recently published Brazilian port industry legislation. The study begins with a comprehensive understanding of the basic principles of the current legislation, followed by a contextualization of the creation of the concession model for public port development by private enterprise. The steps and institutions involved in the concession process are then detailed. The features of the port designed in this study are similar to those of most container terminals in Brazil. The dimensioning rationales were defined in accordance to the characteristics of the main Brazilian container terminals, taking also into account the necessary adaptations associated with the increasing length of the ships that will be servicing the national ports in the next years. A financial model, which evaluates the net present value of the free cash flows, was built and parameterized in compliance with the norm regulating the leasing of public port facilities. The study concludes that the development of a new public port under concession, considering a demand level similar to that of most Brazilian container terminals and 100% of investments in infrastructure and superstructure carried out by the concessionaire, is not financially feasible. The venture becomes financially feasible if the government undertakes a significant portion of the capital expenditures or if the port is set in a region where the demand justifies the construction of 6 berths.

O Título desta tese também poderia ser: elementos e subsídios a um modelo de gestão e automação dos portos brasileiros. Isto porque o objetivo inicial era propor um modelo de gestão e automação dos processos portuários e esperava-se que a implantação do sistema ocorresse em tempo curto. O modelo que se desejava só estaria pronto depois de implantado e em operação, validando-o. Esse novo cenário possibilitaria a redução de custos logísticos e a utilização racional da malha de transportes, com o incremento da cabotagem e navegação interior, utilizando a Tecnologia da Comunicação e Informação para racionalização dos processos e simplificação das atividades dos agentes públicos e privados. Tal modelo proposto pode ser explicado pela necessidade em se obter um modelo que alcance a melhoria das operações portuárias, considerando o cenário tecnológico internacional, com o incremento da automação, no qual a tendência é a disseminação da troca eletrônica de dados (EDI). Experiências bem sucedidas nesse sentido podem ser constatadas em território nacional, como o sistema Supervia Eletrônica de Dados (SED), utilizado nos Portos de Santos e Rio de Janeiro. Deve ser considerada a avaliação da proposta do modelo SISPORTOS, desenvolvida pelo Departamento de Programas de Transportes Aquaviários (DEPTA), mais abrangente. Apesar de não implantado e não validado pela comunidade portuária, o modelo é apresentado a fim de subsidiar novas iniciativas e submetê-lo à prova. O foco desta tese é direcionado ao sistema de gestão portuária, sobretudo em relação àqueles que dependem do relacionamento entre os agentes, privados ou públicos, nos diversos âmbitos (municipal, estadual e federal). / This monograph could also be called by: elements and subsidies to a model of management and automation of the Brazilian ports, because its initial objective was to propose a model of the port processes. There was an expectation that the implantation of the system would occur in a short time. However, the desired model would only be ready after its implantation and being in operation. This new scene would make possible the reduction of logistic costs and the rational use of the mesh of transports, with the increment of the cabotage and inland navegation, using the Technology of the Communication and Information for rationalization of the processes and simplification of the activities of the public and private agents. Such model can be explained by the necessity of the improvement of the port operations, considering the international scenario of technology, with the increment of the automation , in which the trend is the dissemination of the electronic exchange of data (EDI Successful experiences in this direction can be evidenced in domestic territory, as the Supervia Electronic of data system (SED), used at the Ports of Santos and Rio de Janeiro. The evaluation of the model SISPORTOS proposal must be considered: it has being developed by the Departmento de Programas de Transportes Aquaviários (DEPTA). In spite of not being implanted and not being validated by the port community, the model is presented in order to subsidize new initiatives and to submit it the test. The focus will be given in the system of port management, over all in relation to that they depend on the relationship between the agents, private or public, in the diverse scopes (municipal, state and federal).